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https://archive.org/details/locomotivebrakesOOamer 


THE 


Jr^nT-  /Sfy 


AMERICAN  BRAKE  COMPANY, 

ST.  LOUIS,  MO. 


Main  Office  and  Shops:  Second  and  Tyler  Streets. 


♦ 

OFFICERS  : 

S.  M.  DODD,  President.  E.  L.  ADREON,  Secretary  and  Treasurer. 

JOHN  B.  GRAY,  Vice-President.  G.  H.  POOR,  Superintendent. 


New  York  Office  : 

160  Broadway. 

JOHN  B.  GRAY,  Vice-President. 


Chicago  Office  : 

Grand  Pacific  Hotel. 


SAINT  LOUIS. 

WOODWARD  & TIER  NAN  PRINTING  CO 
309-315  North  Third  Street, 


INTRODUCTION. 


IN  presenting  this  Catalogue,  devoted  entirely  to  Locomotive  Brakes  manufactured  by  this  Company,  we 
may  be  pardoned  for  exhibiting  some  pride  in  referring  to  the  favor  which  has  been  accorded  to 
our  devices  by  experienced  railroad  men  generally.  We  regard  it  as  testimony  from  the  highest  source 
as  to  their  excellence. 

Our  Brakes  have  been  adopted  by  many  of  the  largest  systems,  and  in  fact,  have  now  become 
standard  in  the  estimation  of  those  best  qualified  to  judge  of  the  most  efficient  railway  appliances. 
With  such  endorsements  we  feel  justified  in  claiming  for  them  superiority  over  any  others  seeking  the 
attention  of  railway  officials,  and  regard  ourselves  as  extremely  fortunate  in  having  succeeded  in  meeting 
the  intelligent  and  experienced  views  of  those  whose  patronage  we  have  sought. 

Having  found  it  necessary  to  issue  a separate  catalogue  for  our  Locomotive  Brakes,  we  hope  the 
succeeding  pages  will  clearly  convey,  both  in  illustration  and  description,  the  proper  impression  of  the  devices 
which  we  manufacture. 

As  this  volume  is  intended  for  the  perusal  of  those  thoroughly  informed  on  the  general  subject  of 
railway  equipment,  we  have  endeavored  to  be  concise,  and  hope  we  may  not  thereby  have  endangered  a 
clear  understanding  of  our  system  of  brakes. 

We  shall  at  all  times  take  pleasure  in  supplementing  the  data  contained  herein,  by  any  further  or 
more  detailed  information  that  may  be  desired. 

We  gratefully  acknowledge  the  patronage  extended  to  us  in  the  past. 

Our  appreciation  of  it  will  best  be  demonstrated  by  continued  efforts  to  render  entire  satisfaction  in 
fil ling  future  orders. 

We  are  assured  of  greatly  extending  our  field  of  operation  which  we  trust  will  result  in  the  gratifi- 
cation of  our  patrons. 


INDEX 


PAGE. 

Introduction 3 

Index 4 

Price  List 5 

List  of  Patents 6 

Steam  Driver  and  Tender  Brakes 7 

Standard  Horizontal  Cylinder  Driver  Brakes,  with  Tender  Equipment 10 

Standard  Upright  Cylinder  Driver  Brake 11 

Standard  Outside  Equalized  Pressure  Driver  Brake 12 

Engineer’s  Valve 13 

Reducing  Valve  14 

Details  of  Horizontal  Cylinder  Driver  Brake 15 

Details  of  Upright  Cylinder  Driver  Brake 16 

Details  of  Outside  Equalized  Pressure  Driver  Brake 17 

Instructions 19 

Copy  of  Order  and  Dimension  Sheet  for  Horizontal  and  Upright  Cylinder  Driver  Brakes  . 21 

Copy  of  Dimension  Sheet  for  Outside  Equalized  Pressure  Driver  Brake 23 

List  of  Railroads  using  the  American  Brake 25 


List  of  Locomotive  Builders  applying  the  American  Brake 


28 


AMERICAN  BRAKE  COMPANY. 


5 


PRICE  LIST. 


For  Standard  Horizontal  or  Upright  Cylinder  Steam  Driver  Brake,  for  Engines  having  two 

pairs  of  Drivers,  with  Tender  Brake  Fixtures  complete,  per  set $200  00 

For  Standard  Outside  Equalized  Driver  Brake,  with  Tender  Brake  Fixtures  complete — 

Engines  having  three  pairs  of  Drivers 300  00 

Engines  having  four  pairs  of  Drivers 325  00 

Where  Tender  Brake  Fixtures  are  not  required,  deduct  $30.00  from  the  above  prices. 

For  Tender  Equipment  with  Engineer’s  Valve,  when  ordered  separately 75  00 

Where  the  Fixtures  for  Outside  Equalized  Pressure  Driver  Brakes  only  are  supplied,  to  be 
operated  with  atmospheric  pressure  without  Cylinders  and  Engineer's  Valve,  the 
price  will  be,  for — 

Engines  having  three  pairs  of  Drivers 200  00 

Engines  having  four  pairs  of  Drivers 225  00 

All  of  the  above  Prices  are  F.  O.  B.  cars  at  St.  Louis. 


Special  forms  of  Brakes  furnished  and  prices  given  upon  application 


6 


AMERICAN  BRAKE  COMPANY. 


List  of  Patents  for  Locomotive  Brakes. 


UNITED  STATES  PATENTS. 


212,439. 

February 

18,  1879 

W.  L.  Card. 

224,145 

February 

3-  1880 

VV.  L.  Card. 

241,51 1 

May 

17,  188 1 

D.  S.  Randolph 

253<3 12 

February 

7,  1882 

D.  S.  Randolph 

278,242 

IV  I ay 

22,  1883 

E.  B.  Leigh. 

283.028 

August 

14,  1883 

C.  J.  Schiller. 

285,068 September  18,  1883 Geo.  I i.  Poor. 

300.124  June  10,  1884  Geo.  H.  Poor. 

300. 125  June  10.  1S84 Geo.  H.  Poor. 

304,751 September  9,  1884 Geo.  1 i.  Poor. 

3 1 5 » 1 63 

3i7,572 

3 1 8,022 


346,441  • 
346,825 


347407 
354,221  ... 

10,796  Re-issue 


April 

7-  1 885  

Geo.  H.  Poor. 

May 

12,  1885 

Geo.  1 1.  Poor. 

May 

19-  1885 

Geo.  H.  Poor. 

May 

26,  1885  

Geo.  1 1.  Poor. 

.July 

27,  1 886 

Geo.  1 1 . Poor. 

August 

3,  >886 

Geo.  H.  Poor. 

August 

10,  1 886 

H.  A.  Wahlert. 

August 

17,  1886 

H.  A.  Wahlert. 

December 

00 

00 

a. 

Geo.  1 1 . Poor. 

January 

1 1,  1887 

Geo.  H.  Poor. 

CANADIAN  PATENTS. 


22.743  November 

22.744  November 

25,249 ' October 

26,580 May 


3,  1885 Geo.  H.  Poor, 

3,  1885 ...  Geo.  H.  Poor. 

28,  1886 Geo.  H.  Poor. 

3,  1 887  Geo.  H.  Poor 


AMERICAN  BRAKE  COMPANY. 


7 


Steam  Driver  and  Tender  Brakes. 

• — 


^ I ^HE  employment  of  an  effective  power  brake  upon  engines  and  tenders  which  shall  at  least 
^ check  their  own  momentum,  has  become  a necessity,  and  is  so  conceded  by  nearly  all 
railroad  men. 

That  the  train  brakes  should  be  expected  to  arrest  the  momentum  of  a locomotive  as 
well  as  that  of  the  cars,  is  wrong  in  theory  and  expensive  in  practice. 

While  some  few  object  to  a power  brake  as  being  injurious  to  the  parts  of  an  engine,  their 
objections  have  generally  arisen  from  experience  with  brakes  having  a rigid  connection  between  the 
drivers. 

We  claim,  and  can  demonstrate  to  the  satisfaction  of  any  reasonable  person,  that  our  engine 
brakes  are,  from  their  mode  of  construction,  so  elastic  as  to  do  no  damage  to  the  parts  of  the  engine, 
and  as  the  power  is  equally  distributed  to  each  driver  regardless  of  the  number,  experience  has 
proven  that  no  harm  results  from  a constant  use  thereof,  even  to  the  full  limit  of  their  power,  although 
the  pressure  can  be  regulated  by  our  reducing  valve. 

They  are  operated  by  steam,  hence  are  always  ready  for  use  when  needed,  and  are  not 
dependent  for  power  upon  auxiliary  mechanism,  as  is  the  case  with  all  atmospheric  engine  brakes. 

With  a locomotive  thus  equipped,  an  engineer  can  handle  his  train  without  the  damage  to  cars 
and  engines  resulting  from  the  too  frequent  use  of  the  reverse  lever.  Upon  switching  engines  these 
advantages  are  especially  obvious.  In  making  stops,  or  checking  his  train,  the  engineer  should  first 
apply  the  tender  brake,  which  will  be  sufficient  to  moderate  the  speed  and  bunch  the  cars  ; if  a full 
stop  is  required  he  can  then  apply  the  driver  brake. 

Both  driver  and  tender  brakes  are  applied  by  use  of  the  engineer’s  valve,  which  is  so  constructed 
as  to  permit  the  application  of  the  tender  brake  independently  of  the  driver  brake.  This  will  obviate 
any  damage  which  sometimes  might  result  from  a too  sudden  and  simultaneous  application  of  both 
driver  and  tender  brakes.  [See  plate  and  description  of  valve,  j 

Our  brakes  are  so  constructed  as  to  prevent  freezing,  even  in  the  coldest  weather,  and  the  whole 
device  is  so  simple,  strong  and  durable,  that  the  cost  of  maintenance  is  reduced  to  a minimum.  In 


8 


AMERICAN  BRAKE  COMPANY. 


furnishing  driver  brakes,  we  vary  the  size  of  the  cylinder  to  correspond  with  weight  of  engine  on  drivers, 
and  can,  when  necessary,  apply  a reducing  valve,  so  that  the  greatest  braking  power  is  attained  without 
“skidding”  the  wheels,  and  the  adjustable  lever  upon  the  tender  attachment  obviates  any  danger  from  that 
source  under  the  tank. 

The  application  of  our  reducing  valve  gives  complete  control  of  the  braking  pressure.  [See  plate 
and  description  of  reducing  valve.] 

These  brakes  are  now  in  successful  operation  upon  nearly  three  hundred  different  railroads  in  this 
and  other  countries,  and  are  giving  entire  satisfaction.  Although  most  generally  used  upon  freight  and 
switching  engines,  still  as  an  extra  safety  appliance  on  passenger  engines  they  are  valuable  in  case,  from 
any  cause,  the  train  brakes  should  fail.  A number  of  roads  have  adopted  them  for  passenger  service  for 
the  reasons  above  stated. 

Our  steam  driver  and  tender  brakes  may  be  classified  under  three  heads  : — Standard  horizontal 
cylinder  brake — standard  upright  cylinder  brake — standard  outside  equalized  pressure  brake.  The  first  two 
classes  are  for  engines  having  two  pairs  of  driving  wheels  connected  ; the  horizontal  where  the  wheels  are 
far  enough  apart  to  apply  that  form  of  brake  ; and  the  upright  where  the  drivers  are  too  close  to  apply  to 
the  former. 

The  third  class  above  mentioned — the  outside  equalized  pressure  brake — is  designed  for  engines 
having  more  than  two  pairs  of  drivers  connected,  and  by  it  the  power  is  conserved  and  equally  distributed 
on  all  drivers,  insuring  uniform  wear  and  strain.  It  is  considered  the  perfection  of  a braking  device  for 
mogul  and  consolidation  engines,  and  meets  a long-felt  want. 

The  outside  equalized  pressure  brake  may  also  be  operated  by  atmospheric  pressure  in  cases  where 
it  is  deemed  expedient  to  operate  it  in  conjunction  with  atmospheric  train  brakes. 

We  plan  and  construct  brakes  to  order  for  any  special  form  or  class  of  engines. 

The  different  devices  which  we  produce,  with  all  their  parts,  are  fully  described  in  the  accompanying 
pages,  so  that  our  patrons  will  find  no  difficulty  in  making  selections  and  in  ordering  such  parts  as  they 
may  require  for  repairs. 

See  Price  List  on  fifth  page. 


IO 


AMERICAN  BRAKE  COMPANY. 


Standard  Horizontal  Cylinder  Driver  Brake, 

WITH  TENDER  EQUIPMENT. 

• 

PLATE  I shows  our  Standard  Horizontal  Cylinder  Driver  Brake,  as  applied  to  an  ordinary 
Engine,  having  two  pairs  of  drivers  connected,  the  application  and  operation  of  which  can  be 
readily  understood  from  the  drawings.  This  form  of  brake  is  recommended  for  all  Engines  of  the 
above  class,  where  the  distance  between  the  drivers  will  admit  of  its  application. 

Fig.  i represents  elevation,  Fig.  2 plan  view,  and  Fig  3 rear  end  view. 

Fig.  A shows  a plan  view,  Fig.  B an  elevation,  and  Fig.  C a rear  end  view  of  our 
Standard  Lever  Tender  Cylinder. 

Fig.  D shows  a plan  view,  and  Fig.  E an  elevation  of  our  new  direct-acting  tender  cylinder. 

The  plan  of  the  tender  brake  presents  what  we  consider  the  most  desirable  form  of  levers 
and  releasing  spring,  to  be  used  in  connection  with  our  tender  brakes,  and  has  been  adopted  as 
a standard  by  several  railroads  and  locomotive  works. 

The  brake  valve  is  so  arranged  as  to  apply  the  tender  brake  first,  and  independent  of 
the  driver  brake  if  desired.  The  lever  is  adjustable,  so  as  to  regulate  the  amount  of  power. 

We  strongly  recommend  the  use  of  the  tender  brake,  in  connection  with  our  driver  brake, 
on  all  locomotives.  To  obtain  the  best  result,  brakes  should  be  placed  on  both  trucks  of  the 
tender. 

All  our  cylinders  are  supplied  with  automatic  drip  valves,  which  freely  discharge  the 
condensation  and  effectually  prevent  freezing,  but  special  care  should  be  taken  in  piping  to 
incline  the  pipes  downward  toward  the  cylinders,  and  thus  avoid  any  low  places  where  water 
resulting  from  condensation,  may  be  retained. 

In  ordering  parts  for  repairs,  please  specify  name  of  part,  and  give  number  on  name 
plate,  or  as  stamped  on  wrought  work. 


nn 


IO 


AMERICAN  BRAKE  COMPANY. 


Standard  Horizontal  Cylinder  Driver  Brake, 

WITH  TENDER  EQUIPMENT. 

• 

PLATE  I shows  our  Standard  Horizontal  Cylinder  Driver  Brake,  as  applied  to  an  ordinary 
Engine,  having  two  pairs  of  drivers  connected,  the  application  and  operation  of  which  can  be 
readily  understood  from  the  drawings.  This  form  of  brake  is  recommended  for  all  Engines  of  the 
above  class,  where  the  distance  between  the  drivers  will  admit  of  its  application. 

Fig.  i represents  elevation,  Fig.  2 plan  view,  and  Fig  3 rear  end  view. 

Fig.  A shows  a plan  view,  Fig.  B an  elevation,  and  Fig.  C a rear  end  view  of  our 
Standard  Lever  Tender  Cylinder. 

Fig.  D shows  a plan  view,  and  Fig.  E an  elevation  of  our  new  direct-acting  tender  cylinder. 

The  plan  of  the  tender  brake  presents  what  we  consider  the  most  desirable  form  of  levers 
and  releasing  spring,  to  be  used  in  connection  with  our  tender  brakes,  and  has  been  adopted  as 
a standard  by  several  railroads  and  locomotive  works. 

The  brake  valve  is  so  arranged  as  to  apply  the  tender  brake  first,  and  independent  of 
the  driver  brake  if  desired.  The  lever  is  adjustable,  so  as  to  regulate  the  amount  of  power. 

We  strongly  recommend  the  use  of  the  tender  brake,  in  connection  with  our  driver  brake, 
on  all  locomotives.  To  obtain  the  best  result,  brakes  should  be  placed  on  both  trucks  of  the 
tender. 

All  our  cylinders  are  supplied  with  automatic  drip  valves,  which  freely  discharge  the 
condensation  and  effectually  prevent  freezing,  but  special  care  should  be  taken  in  piping  to 
incline  the  pipes  downward  toward  the  cylinders,  and  thus  avoid  any  low  places  where  water 
resulting  from  condensation,  may  be  retained. 

In  ordering  parts  for  repairs,  please  specify  name  of  part,  and  give  number  on  name 
plate,  or  as  stamped  on  wrought  work. 


PLATE  I . 


m UBBABY 
OF  THE 

C’!5VE3S1TY  OF  ILLINOIS 


UBiiAtir 

OF  WE 

'•  'msiTY  OF 


PLATE  II. 


AMERICAN  BRAKE  COMPANY. 


1 ( 


Standard  Upright  Cylinder  Driver  Brake. 

• 

PALATE  II  shows  our  Standard  Upright  Cylinder  Driver  Brake  as  applied  to  a closely  coupled 
engine.  This  form  of  brake  is  used  for  engines  where  the  distance  between  drivers  is  too  small 
to  admit  of  the  use  of  a horizontal  cylinder,  and  can  be  applied  where  the  space  is  as  little  as 
three  inches  between  treads.  As  will  be  seen,  this  makes  a very  powerful  brake. 

The  tender  equipment  is  the  same  in  this  form  of  brake  as  that  described  for  horizontal 
cylinder  brakes.  [See  description.] 

In  ordering  parts  for  repairs  please  specify  name  of  part,  and  give  our  shop  number  on  name 
plate,  or  as  stamped  on  wrought  work. 


I 2 


AMERICAN  BRAKE  COMPANY. 


Standard  Outside  Equalized  Pressure  Driver  Brake. 

- • 

PLATE  No.  Ill  represents  the  most  desirable  form  of  Steam.  Driver  Brake  for  engines  having 
more  than  two  pairs  of  driving  wheels  connected. 

Fig.  i shows  elevation;  Fig.  2,  plan  view;  Fig.  3,  end  view,  and  Fig.  4,  distribution  of 

power. 

The  advantages  of  this  over  all  other  brakes  are  stated  under  three  heads : 

First. — Conservation  of  Power. 

Second. — Equal  Distribution  of  Power. 

Third.— Compensation  for  Unequal  Wear  of  Shoes  and  Tires. 

The  conservation  of  power  is  obtained  by  suspending  the  brake  heads  in  the  usual  manner, 
and  by  operating  separately  those  on  each  side  of  the  locomotive  by  a series  of  floating  levers  and 

pull-rods  without  the  use  of  fixed  fulcra.  Accordingly,  all  the  power  is  distributed  to,  and  expended 

upon,  the  wheels  through  the  brake  heads. 

The  equalization  is  accomplished  by  means  of  floating  levers,  the  arms  of  which  are  so  pro- 
portioned to  each  other  and  to  the  succeeding  levers  of  the  series,  as  to  equally  distribute  the  power 
to  each  of  the  brake  heads.  The  relation  of  the  arms  of  the  first  floating  lever  from  source  of 
power,  is  as  three  to  one.  Of  the  second  as  two  to  one.  In  the  third  floating  lever  the  arms  are 
equal  The  last  pull-rod  being  connected  to  a brake-beam  to  which  both  forward  brake-heads  are 
attached.  Fig.  4,  Plate  III,  illustrates  how  an  initial  pull  of  20,000  pounds  is  divided  in  four  separate 
applications  of  power  of  5,000  pounds  each,  and  distributed  to  as  many  different  brake  heads. 

The  compensation  for  unequal  wear  results  from  the  arrangement  of  suspended  and  swinging 

brake  heads,  connected  by  a series  of  floating  levers  and  pull-rods  without  fixed  fulcra.  It  is  well 

known  that  brake  shoes  never  wear  equally,  even  when  subjected  to  the  same  pressure,  on  account 
of  the  difference  in  density  of  the  material  and  other  causes.  In  any  system  where  fixed  fulcra  are 
employed,  and  the  brake  heads  are  operated  by  a continuous  pull-rod,  and  where  there  has  been  an 
unequal  wear  upon  the  shoes,  the  successive  brakes  of  a series  cannot  be  evenly  and  equally  applied. 
In  the  system  above  shown  this  difficulty  is  obviated  and  a compensation  for  such  wear  provided. 

It  the  brake  is  to  be  applied  to  any  less  number  of  driving  wheels,  the  floating  levers  are 
consecutively  omitted,  commencing  with  the  first  of  the  series,  or  that  nearest  the  source  of  power. 
The  only  brake  beam  required  is  that  for  the  forward  pair  of  drivers,  and  the  parts  are  all  hung  so 
high  from  the  rails  as  not  to  be  damaged  should  the  wheels  leave  the  iron. 

To  facilitate  adjustment,  a thoroughly  practicable  slack  adjuster  is  employed,  as  shown  in  the 
drawings. 

It  will  be  observed  that  this  brake  is  susceptible  of  application  to  all  the  drivers,  no  matter 
how  closely  they  are  connected ; in  fact,  it  can  be  adapted  to  all  classes  of  engines,  regardless  of 
the  location  of  their  drivers. 

This  form  of  brake  can  also  be  operated  in  connection  with  atmospheric  train  brakes,  and  by 
the  same  power,  when  so  desired. 

The  tender  equipment  with  this  form  of  brake  is  the  same  as  the  direct  acting  cylinder  tender 
equipment  for  the  Standard  Horizontal  Cylinder  Brake.  [See  description.] 

In  ordering  parts  for  repairs,  please  specify  name  of  part,  and  give  shop  number  on  the  name 
plate  or  as  stamped  on  wrought  work. 


12 


AMERICAN  BRAKE  COMPANY. 


Standard  Outside  Equalized  Pressure  Driver  Brake. 

- • 

PLATE  No.  Ill  represents  the  most  desirable  form  of  Steam.  Driver  Brake  for  engines  having 
more  than  two  pairs  of  driving  wheels  connected. 

Fig.  i shows  elevation;  Fig.  2,  plan  view;  Fig.  3,  end  view,  and  Fig.  4,  distribution  of 

power. 

The  advantages  of  this  over  all  other  brakes  are  stated  under  three  heads  : 

First. — Conservation  of  Power. 

Second. — Equal  Distribution  of  Power. 

Third. — Compensation  for  Unequal  Wear  of  Shoes  and  Tires. 

The  conservation  of  power  is  obtained  by  suspending  the  brake  heads  in  the  usual  manner, 
and  by  operating  separately  those  on  each  side  of  the  locomotive  by  a series  of  floating  levers  and 

pull-rods  without  the  use  of  fixed  fulcra.  Accordingly,  all  the  power  is  distributed  to,  and  expended 

upon,  the  wheels  through  the  brake  heads. 

The  equalization  is  accomplished  by  means  of  floating  levers,  the  arms  of  which  are  so  pro- 
portioned to  each  other  and  to  the  succeeding  levers  of  the  series,  as  to  equally  distribute  the  power 
to  each  of  the  brake  heads.  The  relation  of  the  arms  of  the  first  floating  lever  from  source  of 
power,  is  as  three  to  one.  Of  the  second  as  two  to  one.  In  the  third  floating  lever  the  arms  are 
equal.  The  last  pull-rod  being  connected  to  a brake-beam  to  which  both  forward  brake-heads  are 
attached.  Fig.  4,  Plate  III,  illustrates  how  an  initial  pull  of  20,000  pounds  is  divided  in  four  separate 
applications  of  power  of  5,000  pounds  each,  and  distributed  to  as  many  different  brake  heads. 

The  compensation  for  unequal  wear  results  from  the  arrangement  of  suspended  and  swinging 

brake  heads,  connected  by  a series  of  floating  levers  and  pull-rods  without  fixed  fulcra.  It  is  well 

known  that  brake  shoes  never  wear  equally,  even  when  subjected  to  the  same  pressure,  on  account 
of  the  difference  in  density  of  the  material  and  other  causes.  In  any  system  where  fixed  fulcra  are 
employed,  and  the  brake  heads  are  operated  by  a continuous  pull-rod,  and  where  there  has  been  an 
unequal  wear  upon  the  shoes,  the  successive  brakes  of  a series  cannot  be  evenly  and  equally  applied. 
In  the  system  above  shown  this  difficulty  is  obviated  and  a compensation  for  such  wear  provided. 

If  the  brake  is  to  be  applied  to  any  less  number  of  driving  wheels,  the  floating  levers  are 
consecutively  omitted,  commencing  with  the  first  of  the  series,  or  that  nearest  the  source  of  power. 
The  only  brake  beam  required  is  that  for  the  forward  pair  of  drivers,  and  the  parts  are  all  hung  so 
high  from  the  rails  as  not  to  be  damaged  should  the  wheels  leave  the  iron. 

To  facilitate  adjustment,  a thoroughly  practicable  slack  adjuster  is  employed,  as  shown  in  the 
drawings. 

It  will  be  observed  that  this  brake  is  susceptible  of  application  to  all  the  drivers,  no  matter 
how  closely  they  are  connected ; in  fact,  it  can  be  adapted  to  all  classes  of  engines,  regardless  of 
the  location  of  their  drivers. 

This  form  of  brake  can  also  be  operated  in  connection  with  atmospheric  train  brakes,  and  by 
the  same  power,  when  so  desired. 

The  tender  equipment  with  this  form  of  brake  is  the  same  as  the  direct  acting  cylinder  tender 
equipment  for  the  Standard  Horizontal  Cylinder  Brake.  [See  description.] 

In  ordering  parts  for  repairs,  please  specify  name  of  part,  and  give  shop  number  on  the  name 
plate  or  as  stamped  on  wrought  work. 


PLATE  III 


15000 


£0000 


10,000 


O : j — ^ 5,000 


5,000 


Sf  tut 


PLATE  IV 


AMERICAN  BRAKE  COMPANY. 


13 


Engineer’s  Valve. 

•— 


PLATE  IV  shows  our  Engineer’s  Valve,  which  operates  both  the  driver  and  tender  brake.  All  the 
ports  are  located  in  the  lower  shell,  and  open  into  and  under  the  valve  proper.  To  grind  either  the 
valve  or  valve-seat  it  is  not  necessary  to  break  any  steam  joint,  an  advantage  which  will  be  readily  appre- 
ciated. By  unscrewing  the  spanner  nut  the  top  shell  and  valve  can  be  readily  removed,  leaving  the  valve- 
seat  as  shown. 


It  will  be  observed  that  a heater  valve  is  provided,  which  allows  a constant  tlow  of  steam  through 
the  pipes ; this  prevents  freezing,  and  serves  to  carry  off  all  condensation  in  the  pipes  between  the 
boiler  and  engineer’s  valve. 


The  live  steam  is  held  in  the  large  annular  space  in  valve  proper,  the  small  opening  allowing  a 
steam  pressure  on  top  of  the  valve  which  serves  to  balance  it.  A partial  movement  of  the  handle  to  the 
left  uncovers  the  tender  port  and  operates  the  tender  brake  ; a full  movement  uncovers  the  driver  port  and 
sets  the  driver  brakes  in  like  manner ; a reverse  movement  releases  first  the  driver  and  then  the  tender 
brakes.  From  this  it  will  be  seen  that  the  tender  brake  can  be  applied  independent  of,  or  simultaneously 
with,  the  driver  brakes,  and  the  driver  brakes  released  in  the  same  manner.  This  is  obviously  of  great 
advantage  in  many  ways.  A condensation  oil  cup,  as  shown,  furnishes  lubrication  for  the  valve  and  all 
the  cylinders. 

DETAILS. 


No  r — Lower  Shell. 

“ 2 — Upper  Shell. 

“ 3 — Valve. 

“ 4 — Spanner  Nut. 

“ 5 —Gland  Nut. 

6 — Stem. 

“ 7 — Stem  Nut. 

“ 8 — Iron  Handle. 

‘‘  9 — Wood  Handle 

“ 10— Handle  Nut. 


Plate  IV. 

No 

4 l 

4 4 
< 4 
4 4 
4 4 
(4 


11 —  Bracket  Nut. 

12—  Union  Nut. 

13 —  Union  Sleeve. 

14 —  Heater. 

15 —  -Heater  Gland  Nut. 

1 6 —  Spanner  Nut. 

17  — Bald  Joint  Sleeve. 
iS — Oil  Cup  Body. 

19 —  Oil  Cup  Cap. 

20 —  Waste  Water  Cock. 


In  ordering  parts  for  repairs,  please  specify  name  and  number  of  part. 


J4 


AMERICAN  BRAKE  COMPANY. 


Reducing  Valve. 

• 

J)LATE  V represents  our  Pressure  Reducing  Valve. 

By  the  aid  of  this  simple  and  effective  device  the  engineer  can  exercise  complete  control  over  the 
braking  power  by  setting  the  valve  to  any  desired  pressure. 

It  is  so  simple  that  its  construction  and  operation  may  be  readily  understood  from  the  drawings. 

In  attaching,  it  should  be  placed  at  any  convenient  point  on  the  pipe,  between  the  engineer’s  valve 
and  the  boiler. 

We  do  not  consider  this  valve  necessary  except  upon  roads  having  very  long  and  heavy  grades, 
where  it  becomes  necessary  to  maintain  varying  braking  pressure  for  some  considerable  length  of  time.  In 
ordinary  service  the  full  power  can  always  be  applied. 


PLATE  V. 


UHIIVEBtftY  OF 


PLATE  VI 


AMERICAN  BRAKE  COMPANY. 


*5 


Details  of  Horizontal  Cylinder  Driver  Brake. 

• 

Plate  VI. 

No.  io — Washers. 

“ n — Adjusting  Screw. 

“ 12 — Brake  Head. 

“ 13  — Wrought  Brake  Shoe 

“ 14 — Cast  Flanged  Brake  Shoe. 

“ 15 — Cross  Section  of  Cast  Flanged  Brake  Shoe 

“ 16— Key  Bolt  and  Key. 

‘‘  17 — Hanger. 

“ iS — Hanger  Stud. 

No.  19 — Hanger  Pin. 

In  ordering  parts  for  repairs  do  not  under  any  circumstances  use  the  above  numbers,  but  give 
name  of  part  as  above  stated  and  number  on  casting,  or  shop  number  of  brake  as  stamped  on  wrought 
work  and  name  plate  on  cylinders. 


No  1 — Cylinder. 

“ 2 — Piston. 

“ 3 — Follower. 

“ 4 — Follower  Bolts. 

“ 5 — -Packing  Rings. 

“ 6 — Automatic  Drip  Valve. 

“ 7 —Drip  Valve  Ell. 

“ S — Cast  Push  Bar. 

“ 9 — Wrought  Push  Bar. 


AMERICAN  BRAKE  COMPANY. 


I 6 


Details  of  Upright  Cylinder  Driver  Brake. 


No.  i — Cylinder. 

‘‘  2 — Cylinder  Head. 

“ 3 — Cylinder  Head  Bolts. 

“ 4 — Piston  Heads. 

“ 5 — Follower. 

“ 6 — Piston  Drip  Valve. 

7 — Packing  Rings. 

“ 8 — Piston  Rod. 

“ 9 — Piston  Rod  Nut. 

“ io — Gland  Nut. 

“ it — Gland. 


Plate  VIE 

No.  12 — Automatic  Drip  Valve. 

‘‘  13 — Brake  Head. 

“ 14 — Brake  Shoe. 

“ 15 — Bell  Crank. 

“ 16 — Link. 

“ 17  - Right  and  Left  Adjusting  Nut. 

“ 1 8 — Lock  Nut. 

“ 19 — Push  Bar. 

“ 20 — Adjusting  Screw. 

“ 21 — Shoe  Pin. 

“ 22  — Link  Pin 


In  ordering  parts  for  repairs  do  not  under  any  circumstances  use  the  above  numbers,  but  give 
name  of  part  as  above  stated  and  number  on  casting,  or  shop  number  of  brake  as  stamped  on  wrought 
work  and  name  plate  on  cylinders. 


v 


PLATE  VII 


ui  USPHU 

Of 

usrtEasrn  of  tm*®* 


32 


AMERICAN  BRAKE  COMPANY. 


1 7 


Details  of  Outside  Equalized  Pressure  Driver  Brake. 


Plate  VIII. 


No.  i — Cylinder. 

“ 2 — Piston  Head. 

“ 3 — Follower. 

“ 4 — Piston  Rod. 

“ 5 — Packing  Rings. 

“ 6 — -Gland  Nut. 

“ 7 — Gland. 

S — Piston  Drip  Valve. 

“ 9— Cylinder  Head. 

“ 10 — Link  Bolt. 

“ 11 — Side  Hanger. 

“ 12 — Side  Hanger  Pin. 

“ 13 — Hanger  Pin. 

“ 14 — Link. 

“ 15 — Brake  Head. 

“ 16 — Plain  Shoe  for  Bald  Tire. 

“ 17 — Flanged  Shoe. 


No.  iS — Shoe  Pin  and  Key. 

“ 19 — Rocker  Shaft  Bracket. 

“ 20 — Side  Hanger  Bracket. 

“ 21 — Hanger  Bracket  and  Pin. 

“ 22 — Hanger. 

“ 23 — Pull  Rod  Support. 

“ 24 — Rocker  Shaft. 

“ 25 — Long  Arm  of  Rocker  Shaft. 
“ 26 — Floating  Lever. 

“ 27— Main  Pull  Rod. 

“ 2S — Slack  Adjuster  Pin. 

“ 29 — Slack  Adjuster  Block. 

“ 30 — Slack  Adjuster  Screw. 

“ 31 — Intermediate  Pull  Rod. 

“ 32 — Pull  Rod  Pin. 

“ 33 — Brake  Beam. 

“ 34 — Automatic  Drip  Valve. 


In  ordering  parts  for  repairs  do  not  under  any  circumstances  use  ti-ie  above  numbers,  but  give 
name  of  part  as  above  stated  and  number  on  casting,  or  shop  number  of  brake  as  stamped  on  wrought 
work  and  name  plate  on  cylinders. 


AMERICAN  BRAKE  COMPANY. 


Apparatus  for  Operating  Two  Brake  Systems  with  One  Handle. 

» 

THE  cut  on  the  opposite  page  shows  a very  simple  method  of  operating  Atmospheric  Train  and 
Steam  Engine  Brake  Valves,  with  one  handle. 

This  device  is  new,  and  is  now  presented  for  the  first  time  for  the  consideration  of  railroad 
officials.  It,  therefore,  appears  as  an  inserttion  in  this  volume,  having  been  obtained  after  the 
catalogue  had  gone  to  press. 

Its  utility  and  great  advantage  will  be  readily  understood,  as  affording  simple  and  effective  means 
of  operating  and  controlling  the  application  and  release  of  braking  pressure,  in  the  use  of  Atmospheric 
Train  Brakes  in  conjunction  with  the  Steam  Driver  and  Tender  Brake. 

In  the  event  of  the  failure,  from  any  cause,  of  the  train  brake,  this  device  insures,  without  loss 
of  time,  full  braking  pressure  upon  the  drivers  and  tender,  as  the  movement  on  the  part  of  the 
engineer  to  apply  the  train  brake  also  secures  the  application  of  the  driver  and  tender  brake. 

Fig.  i is  a plan  view  and  Fig.  2 an  elevation. 


DESCRIPTION. 

A — Air  brake  valve.  D — Short  arm  attached  to  handle  C. 

E — Steam  brake  valve.  E — Steam  brake  valve  handle. 

C — Air  brake  valve  handle.  F — Arm  connecting  handles  C and  E. 

The  operation  of  the  two  valves  is  so  simple  that  hardly  any  explanation  is  necessary. 

The  position  of  the  valve  handle,  G , is  at  the  point  to  release  brakes ; a partial  movement 

of  it,  represented  by  the  first  dotted  line,  is  the  running  position,  and  the  movement  of  the  handle 
to  that  position  does  not  affect  the  steam  brake  valve.  From  that  point,  when  brakes  are  applied,  as 
ordinarily,  the  steam  brake  handle  is  moved  just  far  enough  to  apply  the  tender  brake.  A full 
movement  of  the  handle,  C,  as  in  an  emergency  stop,  applies  both  driver  and  tender  brake.  It 

will  thus  be  seen  that  while  the  driver  brake  is  in  connection  all  the  time,  it  need  not  be  used  in 

making  ordinary  stops. 


AMERICAN  BRAKE  COMPANY. 


l9 


INSTRUCTIONS. 


A half  movement  of  the  valve  handle  sets  the  tender  brake  only.  A full  movement  sets  both  tender  and 
driver  brakes.  The  setting  of  the  tender  brake  first  will  bunch  the  train  and  avoid  any  sudden  shock  to  cars. 

USE  NOTHING  BUT  BLACK  OIL  IN  OILER. 

Tallow  or  other  oils  will  gum  up  the  drip  valves  and  cause  pistons  to  stick.  Piston  packing  will  sometimes 
leak  by  reason  of  gumming;  in  such  cases  pour  a quantity  of  coal  oil  in  oil  cup,  and  open  and  close  valve  several 
times  in  succession,  so  as  to  get  oil  well  into  cylinders;  then  refill  with  black  oil. 


FILL  OILER  EVERY  TWO  TO  FOUR  HOURS  WHEN  SWITCHING. 

When  engine  is  put  up,  the  globe  valve  next  to  the  boiler  should  be  closed  and  the  brake  valve  opened.  This 
prevents  any  water  collecting  in  valve  or  pipe 


SEE  THAT  YOUR  BRAKE  SHOES  ARE  CLOSE  UP  TO  THE  WHEELS. 

Never  allow  more  than  one-half  inch  slack  to  get  between  shoes  and  wheels.  More  than  this  is  unnecessary 
and  presents  a bad  appearance. 

To  take  up  slack  on  horizontal  cylinder  brake,  put  washers  in  the  cast  iron  socket  which  is  between  cylinder 
and  shoe.  [See  Plate  VI,  Figure  io.] 

The  set  screw  in  push  bar  toe  is  simply  to  keep  top  part  of  shoe  away  from  wheel  when  brake  is  off,  and 
should  not  bear  when  brake  is  set. 

To  take  up  slack  on  upright  cylinder  brake,  screw  out  the  push  bars  by  means  of  the  right  and  left  adjusting  nuts. 

To  take  up  slack  on  outside  brake  use  the  slack  adjuster  as  shown  on  Plate  VIII,  Figure  30. 

BE  PARTICULAR  TO  SEE  THAT  THE  DRIP  VALVES  ARE  KEPT  CLEAR  OF  DIRT. 

After  attaching  a set  of  brakes  to  an  engine  and  before  putting  the  automatic  drip  valves  in  cylinders,  steam 
should  be  blown  through  the  pipes  several  times  to  clear  them  of  all  dirt.  Should  they  afterwards  become  clogged 
take  out  the  drip  valves  and  thoroughly  clean  them,  and  before  replacing  same  blow  steam  through  pipes  and  cylinders 
as  above. 

KEEP  THE  SLACK  IN  TENDER  BRAKE  CHAIN  WELL  TAKEN  UP. 

The  chain  should  be  provided  with  four  or  five  long  links  next  to  tender  lever  for  this  purpose.  Tender  brake 

chain  should  be  at  least  one-half  inch  iron. 

TENDER  PISTON  SHOULD  NOT  BE  ALLOWED  TO  TRAVEL  MORE  THAN  FOUR  INCHES. 

Keep  brake  beams  on  tender  well  adjusted  to  the  wheels. 

The  tender  brake  lever  is  provided  with  three  holes  at  each  end  for  the  adjustment  of  power.  To  adjust  for 

the  greatest  power,  connect  the  “Link”  in  the  outer  hole  and  “clevis  hook”  in  the  inner  hole;  for  the  least  power, 

“link”  should  be  in  the  inner  hole  and  “ clevis  hook”  in  the  outer  hole. 


COPY  O IF1 


Order  and  Dimension  Sheet 

FOR  THE 

AMERICAN  BRAKE)  COMPANY’S 

HORIZONTAL  AND  UPRIGHT 

STEAM  DRIVER  AND  TENDER  BRAKE 


The  American  Brake  Co., 


ST.  LOUIS,  MO. 


( 'Please  ship  to 


at 

for  the. 


via 


188 


/ 'Railroad  Company , 


Steam  (Driver  and  Tender  (Brahe  for  Engine  (No Our  Order  (No. 

dimensions  of  which  are  given  IN  FULL  on  reverse  side  hereof. 


Number  of  Wheels? 

Number  of  Wheels  Connected? 

Weight  of  Engine?  

Weight  on  Drivers? 


Are  both  Tender  Trucks  now  equipped  with 
Brakes? 


Dim.  of  Cylinder 

Thickness  of  Tire?- 
Weight  of  Tender  loaded? 
Builder’s  Name? 


By- 


Was  Engine  light  or  loaded  when 
measured  ? 


Signed  for  the  Company, 


SPECIAL  NOTICE.; AV 

Please  fill  in  carefully  dimensions  wanted  as  indicated  by  RED  lines  on  diagrams  on  reverse  side  hereof. 
Always  give  cross  section  measurements  on  FLANGED  tire  only . If  either  tire  is  bald , please  state  which  one. 

Sketch  IN  INK  any  and  all  farts  attached  to  either  frame  BETWEEN  Drivers  WHERE  BRAKE  IS  TO  BE 
APPLIED,  such  as  rocker  boxes,  expansion  plates,  etc.,  giving  dimensions  AND  LOCATING  SAME  FROM  CENTRE  LINE 


BETWEEN  DRIVERS. 


(over.) 


fill  in  other  side  of  sheet 


Please  state  which 
is  Forward  driver. 


On  this  side  lay  out  to  scale  all  of  the  frame  back  of  the  rear  pair  of  drivers  showing 
exact  location  of  all  bolts  by  which  parts  are  attached  to  frames  c 

furnished,  (which  are  preferable,)  only 


fill  in  other  side  of  sheet 


-Please  state  which 
is  Forward  driver. 


Copy  of  Dimension  Sheet  of  the  AMERICAN  BRAKE  C(  )M  IAN  V,  St.  Louis,  Mo., 


FOR  ENGINES  HAVING  MORE  THAN  TWO  PAIRS  OF  WHEELS  CONNECTED. 

If  lor  Mogul  or  Ten  Wheeled  Engine, 
leave  out  this  pair  of  wheel?.. 


Additional  Information  Requirkd. 

Distance  between  Frames  across  Engine 

Distance  between  Flanged  Tires  across  Engine  Builder’s  Name 

Distance  between  Bald  Tires  across  Engine 

Distance  between  Frame  and  Side  Rod  Name  of  Road 

Weight  of  Engine 

Weight  of  Drivers  Number  of  Engine 

Weight  of  Tender  loaded 
Thickness  of  Tire 

Was  Engine  light  or  loaded  when  measured 


On  this  sick-  lay 


t to  scale  all  o(  the  frame  back  of  the  rear  pair  of  drivers  showing  all  attachments,  also  that  part  of  the  frame  between  the  forward  jaw  and  the  saddle,  giving  the 
exact  location  of  all  bolts  by  which  parts  are  attached  to  frames  or  frames  bolted  together.  Where  tracings,  drawings  or  blue  prints  can  be 
furnished,  (which  are  preferable.)  only  the  reverse  side  of  this  sheet  need  be  filled  out. 


IHt 

IIUM« 


AMERICAN  BRAKE  COMPANY. 


2 


List  of  Railroads  using  the  American  Brake. 


Boston  & Albany. 

Northern  Pacific. 

Delaware,  Lackawanna  & Western. 

New  York,  Lake  Erie  & Western. 

New  York  Central  & Hudson  River. 

New  York  & New  England. 

Missouri  Pacific. 

St.  Louis  & San  Francisco. 

Prospect  Park  & Coney  Island. 

Cincinnati,  New  Orleans  & Texas  Pacific. 

Kansas  City,  Ft.  Scott  & Gulf.  •'  ,,  . 

Chicago  & North  Western.  ’ ; ‘ 

Colorado  Midland. 

Savannah,  Florida  & Western 
Wabash,  St.  Louis  & Pacific. 

Chesapeake  & Ohio. 

Ohio  & Mississippi. 

St.  Louis,  Iron  Mountain  & Southern. 

Eastern. 

Chicago  & Eastern  Illinois. 

St.  Louis,  Salem  & Little  Rock. 

Pittsburgh  & Lake  Erie. 

East  Tennessee,  Virginia  & Georgia. 

Wisconsin  Central. 

Indiana,  Bloomington  & Western. 

Georgia. 

Old  Colony. 

Kansas  City,  Springfield  & Memphis. 

Buffalo,  Rochester  & Pittsburgh. 

Pittsburgh,  Cincinnati  & St.  Louis. 

Grand  Rapids  & Indiana. 

Georgia  Pacific. 

Ashland  Coal  & Iron. 

Nashville  & Tuscaloosa. 

Atlanta  & West  Point. 

Cleveland,  Akron  & Columbus. 

Buffalo,  New  York  & Philadelphia. 

Seaboard  & Roanoke. 


Canadian  Pacific. 

Texas  & Pacific. 

Union  Pacific. 

Connecticut  River. 

Intercolonial  Ry.  of  Canada. 

Alabama  Great  Southern. 

Panama  Canal  Co. 

Terre  Haute  & Indianapolis. 

Michigan  Central. 

Chicago  & Alton. 

Wabash  Western. 

New  Haven  & Northampton. 

Memphis,  Birmingham  & Atlantic. 

Central  R.  R.  of  Georgia. 

Boston,  Hoosac  Tunnel  & Western. 

Ohio  Central. 

Cincinnati,  Hamilton  & Dayton. 

Hartford  & Connecticut  Western. 

Chicago  & Grand  Trunk. 

Missouri,  Kansas  & Texas. 

Cleveland,  Columbus,  Cincinnati  & Indianapolis 
St.  Louis,  Arkansas  & Texas. 

Delaware  & Hudson  Canal  Co. 

Richmond  & Danville. 

Gulf,  Colorado  & Santa  Fe. 

Cincinnati,  Indianapolis,  St.  Louis  & Chicago. 
Illinois  Central. 

Chicago  & West  Michigan. 

Kentucky  Central. 

New  York,  Pennsylvania  & Ohio. 

Lake  Erie  & Western. 

Detroit,  Lansing  & Northern. 

Lehigh  Valley. 

Louisville  & Nashville. 

Mississippi  & Tennessee. 

Mobile  & Ohio. 

New  York,  New  Haven  & Hartford. 

Manhattan. 


Ol 


r all  attachments,  also  that  part  of  the  frame  between  the  forward  jaw  and  the  saddle,  giving  the 
,r  frames  bolted  together.  Where  tracings,  drawings  or  blue  prints  can  be 
the  reverse  side  of  this  sheet  need  be  filled  out. 


Q*  VM  _ 
„M«"  « **** 


AMERICAN  BRAKE  COMPANY. 


25 


List  of  Railroads  using  the  American  Brake. 


Boston  & Albany. 

Northern  Pacific. 

Delaware,  Lackawanna  & Western. 

New  York,  Lake  Erie  & Western. 

New  York  Central  & Hudson  River. 

New  York  & New  England. 

Missouri  Pacific. 

St.  Louis  & San  Francisco. 

Prospect  Park  & Coney  Island. 

Cincinnati,  New  Orleans  & Texas  Pacific. 

Kansas  City,  Ft.  Scott  & Gull.  •.  _ 

Wt  -V  • 

Chicago  & North  Western. 

Colorado  Midland. 

Savannah,  Florida  & Western 
Wabash,  St.  Louis  & Pacific. 

Chesapeake  & Ohio. 

Ohio  & Mississippi. 

St.  Louis,  Iron  Mountain  & Southern. 

Eastern. 

Chicago  & Eastern  Illinois. 

St.  Louis,  Salem  & Little  Rock. 

Pittsburgh  & Lake  Erie. 

East  Tennessee,  Virginia  & Georgia. 

Wisconsin  Central. 

Indiana,  Bloomington  & Western. 

Georgia. 

Old  Colony. 

Kansas  City,  Springfield  & Memphis. 

Buffalo,  Rochester  & Pittsburgh. 

Pittsburgh,  Cincinnati  & St.  Louis. 

Grand  Rapids  & Indiana. 

Georgia  Pacific. 

Ashland  Coal  & Iron. 

Nashville  & Tuscaloosa. 

Atlanta  & West  Point. 

Cleveland,  Akron  & Columbus. 

Buffalo,  New  York  & Philadelphia. 

Seaboard  & Roanoke. 


Canadian  Pacific. 

Texas  & Pacific. 

Union  Pacific. 

Connecticut  River. 

Intercolonial  Ry.  of  Canada. 

Alabama  Great  Southern , 

Panama  Canal  Co. 

Terre  Haute  & Indianapolis. 

Michigan  Central. 

Chicago  & Alton. 

Wabash  Western. 

New  Haven  & Northampton. 

Memphis,  Birmingham  & Atlantic. 

Central  R.  R.  of  Georgia. 

Boston,  Hoosac  Tunnel  & Western. 

Ohio  Central. 

Cincinnati,  Hamilton  & Dayton. 

Hartford  & Connecticut  Western. 

Chicago  & Grand  Trunk. 

Missouri,  Kansas  & Texas. 

Cleveland,  Columbus,  Cincinnati  & Indianapolis. 
St.  Louis,  Arkansas  & Texas. 

Delaware  & Hudson  Canal  Co. 

Richmond  & Danville. 

Gulf,  Colorado  & Santa  Fe. 

Cincinnati,  Indianapolis,  St.  Louis  & Chicago. 
Illinois  Central. 

Chicago  & West  Michigan. 

Kentucky  Central. 

New  York,  Pennsylvania  & Ohio. 

Lake  Erie  & Western. 

Detroit,  Lansing  & Northern. 

Lehigh  Valley. 

Louisville  & Nashville. 

Mississippi  & Tennessee. 

Mobile  & Ohio. 

New  York,  New  Haven  & Hartford. 

Manhattan. 


26 


AMERICAN  BRAKE  COMPANY. 


New  York,  Susquehanna  & Western. 
Newport  News  & Mississippi  Valley. 

New  Orleans  & North  Eastern. 

Ohio  Southern. 

Providence  & Worcester. 

Richmond  & Allegheny 

Rome,  Watertown  & Ogdensburg. 

St.  Louis,  Alton  & Terre  Haute. 

St.  Louis,  Kansas  City  & Colorado. 
Vicksburgh  & Meridian. 

Fall  Brook  Coal  Co. 

Beech  Creek. 

Western  & Atlantic 
Chicago  & Indiana  Coal  Ry. 

Pennsylvania  Coal  Co. 

Pittsburgh,  McKeesport  & Youghiogheny. 
Chesapeake,  Ohio  & South-Western. 
Detroit,  Bay  City  & Alpena. 

Erie  & Wyoming  Valley. 

Louisville,  Evansville  & St  Louis. 
Huntingdon  & Broad  Top  Mountain. 
Calumet  & Ilecla  Mining  Co. 

Central  Iowa. 

Memphis  & Charleston. 

Nashville,  Chattanooga  & St.  Louis. 
Chicago  & Atlantic. 

East  St.  Louis  Connecting. 

George’s  Creek  & Cumberland. 

Columbus  & Cincinnati  Midland. 

Central  Ry.  of  New  Jersey. 

Houston  & Texas  Central. 

Housatonic. 

Tennessee  Coal  and  Iron  R.  R. 

Virginia  Midland. 

Chattaroi. 

Cincinnati,  Washington  & Baltimore. 
Hannibal  & St.  Joseph. 

Louisville,  New  Albany  & Chicago. 
Morgan’s  Louisiana  & Texas. 

Raleigh  & Gaston. 

St.  Louis  Transfer. 


Cleveland  & Marietta. 

Duluth  & Iron  Range. 

Dayton  Coal  & Iron  Co. 

Florida  Transit  & Peninsular. 

Hobart  & Manistee  River. 

Louisville,  New  Orleans  & Texas. 

Little  Rock  & Ft.  Smith. 

Missouri,  Iowa  & Nebraska. 

Pratt  Coal  & Coke  Co. 

Pittsburgh  & Western. 

Roscommon  Lumber  Co. 

Vicksburg,  Shreveport  & Pacific. 
Arkansas  & Louisiana. 

Cincinnati,  Lebanon  & Northern. 

Chicago,  Milwaukee  & St.  Paul. 

Chicago,  St.  Paul,  Minneapolis  & Omaha 
Carnegie,  Phipps  & Co. 

DeBardeleben  Coal  & Iron  Co. 

Grand  T.ower  & Carbondale. 

Georgia  Midland  Construction  Co. 

A.  B.  Harris. 

Isabella  Furnace  Co. 

Illinois  & St.  Louis. 

Jaragua  Iron  Co. 

Kansas  City  Belt. 

Longdale  Coal  Co. 

Minneapolis  & St.  Louis. 

Monongahela  Connecting. 

Marietta,  Columbus  & Northern. 

Port  Royal  & Augusta. 

Pueblo  Smelting  & Refining  Co. 

Puget  Sound  Construction  Co. 

Roane  Iron  Co. 

St.  Louis  Coal  R.  R. 

Sinnemahoning  Valley. 

Union  Ry.  Co.  of  Chattanooga. 

Wheeling  & Lake  Erie. 

Alger,  Smith  & Co. 

Arizona  Narrow  Gauge. 

Albemarle  & Pontego. 

Allegheny  Valley. 


AMERICAN  BRAKE  COMPANY. 


27 


Altamont  Coal  Co. 

Birmingham  Rolling  Mill  Co. 

Blast  Furnace  R.  R. 

Brooklyn,  Bath  & West  End. 

Burlington  & Northwestern. 

Cleveland,  Tuscarawas  Valley  & Wheeling. 
Cincinnati,  Selma  & Mobile. 

Carthage  & Adirondack. 

Cincinnati  & Green  River. 

Cahaba  Coal  & Mining  Co. 

Chattanooga  Belt. 

Citico  Furnace  Co. 

Caine  Furnace  Co 
Carolina  Central. 

Chicago,  Rock  Island  & Pacihc. 

Central  Vermont. 

Cincinnati  & Eastern. 

Crenon,  Clearfield  & New  York  Short  Line. 
Cincinnati  Northwestern. 

Coudersport  & Port  Alleghany. 

Columbus,  Hocking  Valley  & Toledo. 
Cumberland  & Pennsylvania. 

Eureka  Co. 

East  and  West  R.  R.  of  Alabama. 

Flint  & Pere  Marquette. 

Grand  Haven  Lumber  Co. 

Gualala  Mill  Co. 

Greenwich  & Johnsonsville. 

Graff,  Bennett  & Co. 

Hannibal  Transfer  Co. 

Joliet,  Aurora  & Northern. 

Keokuk  & St.  Louis  Line. 

Kansas  City,  Wyandotte  & Northwestern. 
Louisville,  Cincinnati  & Lexington. 

Lake  Superior  Iron  Mine  Co. 

Lehigh  & Wilkesbarre  Coal  Co. 

Laughlin  & Co. 

Little  Rock,  Mississippi  River  & Texas. 
Lehigh  & Hudson  River. 

Frank  Lyman. 

Linn  Iron  Co. 


Lackawanna  Iron  & Coal  Co. 

Memphis  & Little  Rock. 

Mount  Carbon  Co. 

Millertown  Iron  Co. 

Means,  Kyle  & Co. 

Nevada  Central. 

Norfolk  Southern. 

New  York  City  & Northern. 

New  York,  Providence  & Boston. 
Naugatuck. 

Oxford  Iron  & Nail  Co. 

Peters  Logging  R.  R. 

Proctor  & Gamble. 

Pittsburgh,  Chartiers  & Youghiogheny. 
Pittsburgh  Bessemer  Steel  Co. 

Peoria,  Decatur  & Evansville. 
Pittsburgh,  Painseville  & Fairport. 
Pioneer  Mining  & Manufacturing  Co, 
Pittsburgh,  Marion  & Chicago. 
Pennsylvania  Lumber  Co. 

Rich  Hill  Coal  & Mining  Co. 

Retsof  Mining  Co. 

Stewartstown. 

St.  Louis  National  Stock  Yards. 

St.  Louis  & Cairo. 

Suffolk  Lumber  Co. 

Sloss  Furnace  Co. 

South  Florida. 

Sheffield  Furnace  Co. 

Spang  Steel  & Iron  Co. 

H.  H.  Tift. 

Jesse  Thompson  Lumber  Co 
Toledo,  Peoria  & Western. 

Troy  Steel  & Iron  Co. 

Taylor  Iron  Works. 

The  Moorehead  McLean  Co. 

Union  Railway  of  Birmingham. 

Vale  Royal  Manufacturing  Co. 

Valley  R.  R. 

Wilmington  & Weldon. 

Wilmington,  Columbia  & Augusta. 


28 


AMERICAN  BRAKE  COMPANY. 


Wyoming  Valley  Manufacturing  Co. 
Western  Maryland. 

West  Virginia,  Central  & Pittsburgh. 
Wichita  & Western. 

Wrightsville  & Tennille. 

West  Branch. 

Arizona  Mineral  Belt 
Georgia  Improvement  Co. 


Oregon  & Washington  Territory. 

Wells,  Stone  & Co. 

Evansville  & Terre  Haute. 

Toledo,  Ann  Arbor  & North  Michigan. 
Blodgett  & Byrne. 

Winifred  R.  R. 

St.  Louis  Cable  & Western  (Steam  Division.) 
Duluth,  South  Shore  & Atlantic. 


Locomotive  Builders  applying  the  American  Brake. 


BALDWIN  LOCOMOTIVE  WORKS. 
SCHENECTADY  LOCOMOTIVE  WORKS 
NEW  YORK  LOCOMOTIVE  WORKS. 
COOKE  LOCOMOTIVE  & MACHINE  CO. 
ROGERS  LOCOMOTIVE  & MACHINE  CO 
RHODE  ISLAND  LOCOMOTIVE  WORKS. 


PITTSBURGH  LOCOMOTIVE  & CAR  WORKS 
GRANT  LOCOMOTIVE  WORKS. 
MANCHESTER  LOCOMOTIVE  WORKS. 
DICKSON  MFG.  CO. 

BROOKS  LOCOMOTIVE  WORKS. 

HINKLEY  LOCOMOTIVE  WORKS. 


VIRGINIA  IRON  WORKS. 


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